EP2631090B1 - Tire - Google Patents
Tire Download PDFInfo
- Publication number
- EP2631090B1 EP2631090B1 EP11834398.7A EP11834398A EP2631090B1 EP 2631090 B1 EP2631090 B1 EP 2631090B1 EP 11834398 A EP11834398 A EP 11834398A EP 2631090 B1 EP2631090 B1 EP 2631090B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- block
- tire
- cutout
- width
- groove
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0351—Shallow grooves, i.e. having a depth of less than 50% of other grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/0362—Shallow grooves, i.e. having a depth of less than 50% of other grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C2011/133—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising recesses
Definitions
- the present invention relates to a tire including a block having a tread surface that constitutes a tire tread surface.
- a tire including a plurality of blocks having tread surfaces that constitute tire tread surfaces.
- Each block is partitioned by a circumferential groove or a widthwise grooves or the like, and constitutes a tread pattern.
- a noise referred to as a "pitch noise” or a “pattern noise” or the like is generated if a block collides with a tire grounding surface such as a road surface.
- a method for restraining such a noise there is proposed a method for chamfering a tread surface of a block to thereby mitigate a shock exerted in a case where a block (a tread surface) collides with a tire grounding surface (for example, Patent Literature I).
- Patent Literature 1 Japanese Patent Application Publication No. 2007-055333
- WO2009/147046 discloses a tire for driving on ice, wherein the tire comprising a block having a tread surface that constitutes a tire tread surface, wherein the block is partitioned by at least one or more deep grooves, the block has a cut-out groove at an end portion in a tire circumferential direction, and a width of the cut-out groove in a tire width direction is greater than 2 mm and is 50% or less of a width of the block in the tire width direction, wherein the cut-out groove extends along the tire circumferential direction and terminates within the block.
- JP2008-307991 discloses a tire profile for the suppression of heel-and-toe abrasion and comprising slits extending across corners of a tire block.
- EP 2 412 547 discloses a motorcycle tire for running on rough terrain wherein some of the blocks are a cut to comprise a U-shaped cut.
- the present invention has been made in order to solve the problem described above, and it is an object of the present invention to provide a tire that is capable of restraining a noise referred to as a "pitch noise” or a “pattern noise” or the like.
- a tire according to a first feature comprises a block having a tread surface that constitutes a tire tread surface, wherein the block is partitioned by at least one or more deep grooves, the block has a pair of cutout grooves at an end portion in a tire circumferential direction, and a width of each of the cutout grooves in a tire width direction is greater than 2 mm, and is 50% or less of a width of the block in the tire width direction.
- the cutout grooves extend along the tire circumferential direction and terminate within the block. 50% or more of a width of the cutout grooves in the tire width direction is included in a range of 50% or less of a width of the block in the tire width direction around the centerline of the block in the tire width direction.
- a depth from the tread surface to a bottom of the cutout groove is 50% or less of a depth from the tread surface to a bottom of the deep groove.
- the cutout groove is formed at a stepping side end portion among end portions of the block in the tire circumferential direction.
- the cutout groove has a linearly symmetrical shape with respect to a centerline of the block in the tire width direction.
- the width of the cutout groove is smaller as it is more distant from an end portion of the block in the tire circumferential direction.
- the cutout groove is formed in a triangular shape in a plan view of the block.
- a tire (a tire 100) includes a block (a block 10) having a tread surface that constitutes a tire tread surface.
- the block is partitioned by at least one or more deep grooves (deep grooves 20).
- the block has a cutout groove (a cutout groove 12) at an end portion in a tire circumferential direction.
- a width of the cutout groove in a tire width direction is greater than 2 mm, and is 50% or less of a width of a block in the tire width direction.
- the block has a cutout groove at an end portion in the tire circumferential direction. Therefore, only a portion of the block, a rigidity of which is lowered by the cutout groove, is easily deformed by a shear force in the tire circumferential direction exerted by a friction between a tire grounding surface and a tread surface, and a deformation of another portion of the block, a rigidity of which is not lowered by the cutout groove, is restrained. In other words, only a portion of the block, which is more proximal to the tread surface, is easily deformed, and a deformation of another portion of the block, which is more proximal to the tire grounding surface, is restrained.
- a noise referred to as a "pitch noise” or a “pattern noise” or the like can be restrained.
- the width of the cutout groove in the tire width direction is greater than 2 mm, and is 50% or less of the width of a block in the tire width direction. Therefore, while the rigidity of the block is restrained from being degraded more than necessary, the noise referred to as the "pitch noise” or the “pattern noise” or the like can be restrained.
- Fig. 1 is an enlarged plan view showing a portion of a tire 100 according to the first embodiment. Specifically, Fig. 1 illustrates a portion of a tire tread surface of the tire 100.
- the tire 100 has a block 10 having a tread surface that constitutes a tire tread surface.
- the block 10 is partitioned by at least one or more deep grooves 20.
- the deep grooves 20 are a circumferential groove 20A, a widthwise groove 20B, and a shoulder groove 20C, for example.
- the block 10 includes a block 10A that is partitioned by the circumferential groove 20A and the widthwise groove 20B and a block 10B that is partitioned by the circumferential groove 20A and the shoulder groove 20C.
- the block 10 will be described hereinafter without discriminating the block 10A and the block 10B.
- Fig. 2 is a perspective view showing the block 10 according to the first embodiment.
- the block 10 (the tread surface), as shown in Fig. 2 , has one pair of end portions 11 (an end portion 11A and an end portion 11B) in the tire circumferential direction.
- the end portion 11A is an end portion on a stepping side
- the end portion 11B is an end portion on a kicking side.
- the block 10 has cutout grooves 12 (a cutout groove 12A, a cutout groove 12B, a cutout groove 12C, and a cutout groove 12D) at the end portions 11 in the tire circumferential direction.
- a width of each of the cutout grooves 12 in the tire width direction is greater than 2 mm, and is 50% or less of a width of the block 10 in the tire width direction. It is preferable that the width of each of the cutout grooves 12 in the tire width direction be 20% to 30% of the width of the block 10 in the tire width direction.
- each of the cutout grooves 12 are formed at either or both of the end portion 11A and the end portion 11B.
- each of the cutout grooves 12 be formed at the end portion 11A (the end portion on the stepping side). It is a matter of course that each of the cutout grooves 12 is in communication with a deep groove 20 (for example, the widthwise groove 20B or the shoulder groove 20C) at each of the end portions 11.
- the cutout groove 12A and the cutout groove 12B are formed at the end portion 11A (the end portion on the stepping side), and the cutout groove 12C and the cutout groove 12D are formed at the end portion 11B (the end portion on the kicking side).
- each of the cutout grooves 12, as shown in Fig. 3 has a linearly symmetrical shape with respect to a centerline C of the block in the tire width direction.
- the plurality of cutout grooves 12 each have a linearly symmetrical shape with respect to the centerline C.
- the cutout groove 12A and the cutout groove 12B each have a linearly symmetrical shape with respect to the centerline C.
- the cutout groove 12C and the cutout groove 12D each have a linearly symmetrical shape with respect to the centerline C.
- each of the cutout grooves 12 in the tire width direction be included within the range of 50% or less of the width of the block 10 in the tire width direction around the centerline C of the block 10 in the tire width direction.
- width of the cutout groove 12A is the width of the cutout groove 12A at an end portion 11 in the tire circumferential direction.
- a depth from a tread surface to a bottom of each of the cutout grooves 12 is 50% or less of a depth of a tread surface to a bottom of a deep groove 20. In addition, it is preferable that the depth from the tread surface to the bottom of each of the cutout grooves 12 be 20% or less of the depth from the tread surface to the bottom of the deep groove 20.
- the depth from the tread surface to the bottom of each of the cutout grooves 12 may be a minimum value, a maximum value, or an average value of the depth from the tread surface to the bottom of each of the cutout grooves 12.
- the depth from the tread surface to the bottom of the deep groove 20 may be a minimum value, a maximum value, or an average value of the tread surface to the bottom of the deep groove 20.
- the depth from the tread surface to the bottom of each of the cutout grooves 12 has at least a depth to an extent such that the bottom of each of the cutout grooves 12 does not come into contact with a tire grounding surface due to a load of a vehicle to which the tire 100 is to be mounted. Therefore, it is a matter of course that the depth from the tread surface to each of the cutout grooves 12 may be different depending on the load of the vehicle to which the tire 100 is to be mounted.
- Fig. 4 is a view showing deformation of a block in which a cutout groove is not formed.
- Fig. 5 is a view showing deformation of a block 10 in which a cutout groove 12 is formed.
- the block 10 has the cutout grooves 12 at the end portions in the tire circumferential direction. Therefore, only a portion of the block 10, a rigidity of which is lowered by the cutout grooves 12, is easily deformed by the shear force in the tire circumferential direction exerted by the friction between the tire grounding surface and the tread surface, and a deformation of another portion of the block 10, a rigidity of which is not lowered by the cutout grooves 12, is restrained. In other words, only a portion of the block 10, which is more proximal to the tread surface, is easily deformed, and a deformation of another portion of the block 10, which is more proximal to the tire grounding surface, is restrained.
- a noise referred to as a "pitch noise” or a “pattern noise” or the like can be restrained.
- the width of each of cutout grooves 12 in the tire width direction is greater than 2 mm, and is 50% or less of the width of the block 10 in the tire width direction. Therefore, while the rigidity of the block 10 is restrained from being degraded more than necessary, the noise referred to as the "pitch noise” or the “pattern noise” or the like can be restrained.
- each of the cutout grooves 12 In detail, in a case where the width of each of the cutout grooves 12 is 2 mm or less, the rigidity of the block 10 cannot be sufficiently lowered, and a deformation of the block 10, caused by the shear force in the tire circumferential direction, cannot be restrained. On the other hand, in a case where the width of each of the cutout grooves 12 is greater than 50% of the width of the block 10, the rigidity that is essentially required for the block 10 cannot be maintained.
- the cutout grooves 12 are formed at either or both of the end portion 11A and the end portion 11B. Therefore, a deformation of the end portions 11 (corner portions) of the block 10 is accelerated, and a deformation of the block 10, caused by the shear force in the tire circumferential direction, can be efficiently restrained as a whole.
- the cutout groove 12A and the cutout groove 12B are formed at the end portion 11A (the end portion on the stepping side) of the end portions 11A and the end portion 11B. Therefore, a deformation of the block 10 is restrained at the time of stepping, and a noise such as a "pitch noise” or a “pattern noise” or the like can be efficiently restrained.
- the cutout grooves 12 each have a linear symmetrical shape with respect to the centerline C of the block 10 in the tire width direction. Therefore, the lowering in balance of the block 10 by the cutout grooves 12 can be restrained.
- 50% or more of the width of each of the cutout grooves 12 in the tire width direction is included in the range of 50% or more of the width of the block 10 in the tire width direction around the centerline C of the block 10 in the tire width direction.
- the cutout grooves 12 each is formed in a location more proximal to the center of the block 10 in the tire width direction.
- the shear force in the tire circumferential direction is great at the center of the block 10 in the tire width direction.
- Evaluation 1 it was evaluated as to how a noise level varies depending on whether a cutout groove is present or absent.
- Fig. 6 is a plan view showing a block (a tread surface) according to Comparative Example 1.
- a tire 100 according to Example 1 As a tire 100 according to Example 1, as shown in Fig. 7 , there was employed the tire 100 including a block 10 in which cutout grooves 12 (a cutout groove 12A to a cutout groove 12D) are formed. A width of each of the cutout grooves 12 in a tire width direction was 4 mm, and a depth from a tread surface to a bottom of each of the cutout grooves 12 was 2 mm.
- Fig. 7 is a plan view showing the block 10 (the tread surface) according to Example 1.
- a tire 100 according to Example 2 As shown in Fig. 8 , there was employed the tire 100 including a block 10 in which single cutout grooves 12 (a cutout groove 12B and a cutout groove 12D) are formed at a same end portion.
- a width of each of the cutout grooves 12 in a tire width direction was 8 mm, and a depth from a tread surface to a bottom of each of the cutout grooves 12 was 2 mm.
- Fig. 8 is a plan view showing the block 10 (the tread surface) according to Example 2.
- the tire 100 including a block 10 in which a cutout groove 12A to a cutout groove 12D are formed.
- the cutout groove 12A and the cutout groove 12B each have a shape such that these grooves are more proximal to a center of the block 10 in the tire width direction as they are more proximal to an end portion of the block 10 in the tire circumferential direction (herein, an end portion 11A).
- the cutout groove 12C and the cutout groove 12D each have a shape in which these grooves are proximal to the center of the block 10 in the tire width direction as they are more proximal to an end portion of the block 10 in the tire circumferential direction (herein, an end portion 11B).
- a width of each of the cutout grooves 12 in the tire width direction was 4 mm, and a depth from a tread surface to the cutout groove 12 was 2 mm.
- Fig. 9 is a plan view showing a block 10 (a tread surface) according to Example 3.
- the tire 100 including a block 10 in which cutout grooves 12 (a cutout groove 12Ato a cutout groove 12D) are formed.
- the cutout groove 12A and the cutout groove 12D each have a shape such that these grooves are more proximal to a center of the block 10 in the tire width direction as they are more proximal to an end portion of the block 10 in the tire circumferential direction.
- the cutout groove 12B and the cutout groove 12C each have a shape in which these grooves are more distant to the center of the block 10 in the tire width direction as they are more proximal to an end portion of the block 10 in the tire circumferential direction.
- the cutout grooves 12 each have a shape in which they are inclined with respect to the tire circumferential direction.
- the cutout grooves 12 each are formed in a shape in which they are parallel to each other.
- a width of each of the cutout grooves 12 in the tire width direction was 4 mm, and a depth from a tread surface to each of the cutout grooves 12 was 2 mm.
- Fig. 10 is a plan view showing a block 10 (a tread surface) according to Example 4.
- the tire 100 including a block 10 in which cutout grooves 12 (a cutout groove 12B, a cutout groove 12C, and a cutout groove 12D) are formed.
- the cutout groove 12B is formed on the side of one end portion of the block 10 in the tire circumferential direction (herein, on the side of an end portion 11A).
- the cutout groove 12C and the cutout groove 12D are formed on the side of the other end portion of the block 10 in the tire circumferential direction (herein, on the side of an end portion 11B).
- one cutout groove is formed on the side of one end portion of the block 10 in the tire circumferential direction, and a plurality of, in other words, two cutout grooves are formed on the side of the other end portion of the block 10 in the tire circumferential direction.
- a width of the cutout groove 12B in the tire width direction was 8 mm
- a width of each of the cutout groove 12C and the cutout groove 12D in the tire width direction was 4 mm
- a depth from a tread surface to each of the cutout grooves 12 was 2 mm.
- Fig. 11 is a plan view showing a block 10 (a tread surface) according to Example 5.
- a tire 100 according to Example 6 As shown in Fig. 12 , there was employed the tire 100 including a block 10 in which cutout grooves 12 (a cutout groove 12A to a cutout groove 12D) are formed.
- a width of each of the cutout grooves 12 in the tire width direction was 2.2 mm, and a depth from a tread surface to a bottom of each of the cutout grooves 12 was 2 mm.
- Fig. 12 is a plan view showing blocks 10 (tread surfaces) according to Example 6, Comparative Example 2, and Comparative Example 3.
- the tire including a block 10 in which cutout grooves 12 (a cutout groove 12A to a cutout groove 12D) are formed.
- a width of each of the cutout grooves 12 in the tire width direction was 2 mm, and a depth from a tread surface to a bottom of each of the cutout grooves 12 was 2 mm.
- the tire including a block 10 in which cutout grooves 12 (a cutout groove 12A to a cutout groove 12D) are formed.
- a width of each of the cutout grooves 12 in the tire width direction was 1.8 mm, and a depth from a tread surface to a bottom of each of the cutout grooves 12 was 2 mm.
- Example 1 to Example 6 it was verified that the noise level lowered in comparison with that in Comparative Example 1 to Comparative Example 3. That is, it was verified that the noise levels lowered more remarkably when the cutout grooves 12 were formed. In addition, it was verified that the noise level lowered by forming the width of each of the cutout grooves 12 in the tire width direction so as to be greater than 2 mm.
- Example 1 A frictional performance and a stable steering wheel handling performance in Example 1 was better than those in Example 4.
- the embodiment illustrated a case in which a plurality of cutout grooves 12 (the cutout groove 12A to the cutout groove 12D) are formed.
- the embodiment is not limitative thereto. It is sufficient if one or more cutout grooves 12 be formed to an extent such that a width in the tire width direction is greater than 2 mm, and is 50% or less of the width of the block 10 in the tire width direction.
- the width of each of the cutout grooves 12 is constant.
- the embodiment is not limitative thereto. Specifically, as shown in Fig. 14 , the width of each of the cutout grooves 12 needs not to be constant.
- Fig. 14 is a plan view showing a block 10 (a tread surface) according to other embodiments. In such a case, it is preferable that the width of each of the cutout groove 12 be smaller as it is more distant from an end portion 11 of the block 10 in the tire circumferential direction.
- a tire that is capable of restraining a noise referred to as a "pitch noise” or a “pattern noise” or the like.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
- The present invention relates to a tire including a block having a tread surface that constitutes a tire tread surface.
- Conventionally, a tire including a plurality of blocks having tread surfaces that constitute tire tread surfaces. Each block is partitioned by a circumferential groove or a widthwise grooves or the like, and constitutes a tread pattern.
- Here, it is known that a noise referred to as a "pitch noise" or a "pattern noise" or the like is generated if a block collides with a tire grounding surface such as a road surface. As a method for restraining such a noise, there is proposed a method for chamfering a tread surface of a block to thereby mitigate a shock exerted in a case where a block (a tread surface) collides with a tire grounding surface (for example, Patent Literature I).
- Patent Literature 1: Japanese Patent Application Publication No.
2007-055333 -
WO2009/147046 discloses a tire for driving on ice, wherein the tire comprising a block having a tread surface that constitutes a tire tread surface, wherein the block is partitioned by at least one or more deep grooves, the block has a cut-out groove at an end portion in a tire circumferential direction, and a width of the cut-out groove in a tire width direction is greater than 2 mm and is 50% or less of a width of the block in the tire width direction, wherein the cut-out groove extends along the tire circumferential direction and terminates within the block.JP2008-307991 -
EP 2 412 547 - As a result of an utmost study having been repeatedly made, the Inventor found out that a deformation of a block, caused by a shear force in a tire circumferential direction exerted by a friction between a tire grounding surface and a tread surface, is one of the causes of noise.
- However, the deformation of the block, caused by the shear force in the tire circumferential direction, cannot be restrained by chamfering the tread surface of the block described above.
- Therefore, the present invention has been made in order to solve the problem described above, and it is an object of the present invention to provide a tire that is capable of restraining a noise referred to as a "pitch noise" or a "pattern noise" or the like.
- A tire according to a first feature comprises a block having a tread surface that constitutes a tire tread surface, wherein the block is partitioned by at least one or more deep grooves, the block has a pair of cutout grooves at an end portion in a tire circumferential direction, and a width of each of the cutout grooves in a tire width direction is greater than 2 mm, and is 50% or less of a width of the block in the tire width direction. The cutout grooves extend along the tire circumferential direction and terminate within the block. 50% or more of a width of the cutout grooves in the tire width direction is included in a range of 50% or less of a width of the block in the tire width direction around the centerline of the block in the tire width direction.
- In the first feature, a depth from the tread surface to a bottom of the cutout groove is 50% or less of a depth from the tread surface to a bottom of the deep groove.
- In the first feature, the cutout groove is formed at a stepping side end portion among end portions of the block in the tire circumferential direction.
- In the first feature, the cutout groove has a linearly symmetrical shape with respect to a centerline of the block in the tire width direction.
- In the first feature, the width of the cutout groove is smaller as it is more distant from an end portion of the block in the tire circumferential direction.
- In the first feature, the cutout groove is formed in a triangular shape in a plan view of the block.
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- [
Fig. 1] Fig. 1 is an enlarged plan view showing a portion of atire 100 according to a first embodiment. - [
Fig. 2] Fig. 2 is a perspective view showing ablock 10 according to the first embodiment. - [
Fig. 3] Fig. 3 is a plan view showing a block 10 (a tread surface) according to the first embodiment. - [
Fig. 4] Fig. 4 is a view showing a deformation of a block in which a cutout groove is not formed. - [
Fig. 5] Fig. 5 is a view showing a deformation of theblock 10 in which acutout groove 12 is formed. - [
Fig. 6] Fig. 6 is a plan view showing a block (a tread surface) according to Comparative Example 1. - [
Fig. 7] Fig. 7 is a plan view showing a block 10 (a tread surface) according to Example 1. - [
Fig. 8] Fig. 8 is a plan view showing a block 10 (a tread surface) according to Example 2. - [
Fig. 9] Fig. 9 is a plan view showing a block 10 (a tread surface) according to Example 3. - [
Fig. 10] Fig. 10 is a plan view showing a block 10 (a tread surface) according to Example 4. - [
Fig. 11] Fig. 11 is a plan view showing a block 10 (a tread surface) according to Example 5. - [
Fig. 12] Fig. 12 is a plan view showing blocks 10 (tread surfaces) according to Example 6, Comparative Example 2, and Comparative Example 3. - [
Fig. 13] Fig. 13 is a view showing an evaluation result ofEvaluation 1. - [
Fig. 14] Fig. 14 is a plan view showing a block 10 (a tread surface) according to another embodiment. - Hereinafter, a tire according to an embodiment of the present invention will be described with reference to the drawings. In the following description of the drawings, same or similar constituent elements are designated by same or similar reference numerals.
- However, it should be kept in mind that the drawings are merely schematic, and rates or the like of the respective dimensions are different from real ones. Therefore, specific dimensions or the like should be determined in consideration of the following description. In addition, it is a matter of course that among the respective drawings as well, portions which are different from each other in dimensional relationship or rate are included.
- A tire (a tire 100) according to the embodiment includes a block (a block 10) having a tread surface that constitutes a tire tread surface. The block is partitioned by at least one or more deep grooves (deep grooves 20). The block has a cutout groove (a cutout groove 12) at an end portion in a tire circumferential direction. A width of the cutout groove in a tire width direction is greater than 2 mm, and is 50% or less of a width of a block in the tire width direction.
- In the embodiment, the block has a cutout groove at an end portion in the tire circumferential direction. Therefore, only a portion of the block, a rigidity of which is lowered by the cutout groove, is easily deformed by a shear force in the tire circumferential direction exerted by a friction between a tire grounding surface and a tread surface, and a deformation of another portion of the block, a rigidity of which is not lowered by the cutout groove, is restrained. In other words, only a portion of the block, which is more proximal to the tread surface, is easily deformed, and a deformation of another portion of the block, which is more proximal to the tire grounding surface, is restrained.
- Thus, since a deformation of the block, caused by the shear force in the tire circumferential direction, is restrained, a noise referred to as a "pitch noise" or a "pattern noise" or the like can be restrained.
- In the embodiment, the width of the cutout groove in the tire width direction is greater than 2 mm, and is 50% or less of the width of a block in the tire width direction. Therefore, while the rigidity of the block is restrained from being degraded more than necessary, the noise referred to as the "pitch noise" or the "pattern noise" or the like can be restrained.
- Hereinafter, a tire according to a first embodiment will be described with reference to the drawings.
Fig. 1 is an enlarged plan view showing a portion of atire 100 according to the first embodiment. Specifically,Fig. 1 illustrates a portion of a tire tread surface of thetire 100. - As shown in
Fig. 1 , thetire 100 has ablock 10 having a tread surface that constitutes a tire tread surface. Theblock 10 is partitioned by at least one or moredeep grooves 20. Thedeep grooves 20 are acircumferential groove 20A, awidthwise groove 20B, and ashoulder groove 20C, for example. - The
block 10 includes ablock 10A that is partitioned by thecircumferential groove 20A and thewidthwise groove 20B and ablock 10B that is partitioned by thecircumferential groove 20A and theshoulder groove 20C. However, theblock 10 will be described hereinafter without discriminating theblock 10A and theblock 10B. - Subsequently, the
block 10 will be described with reference toFig. 2. Fig. 2 is a perspective view showing theblock 10 according to the first embodiment. - The block 10 (the tread surface), as shown in
Fig. 2 , has one pair of end portions 11 (anend portion 11A and anend portion 11B) in the tire circumferential direction. For example, theend portion 11A is an end portion on a stepping side, and theend portion 11B is an end portion on a kicking side. - The
block 10 has cutout grooves 12 (acutout groove 12A, acutout groove 12B, acutout groove 12C, and acutout groove 12D) at theend portions 11 in the tire circumferential direction. A width of each of thecutout grooves 12 in the tire width direction is greater than 2 mm, and is 50% or less of a width of theblock 10 in the tire width direction. It is preferable that the width of each of thecutout grooves 12 in the tire width direction be 20% to 30% of the width of theblock 10 in the tire width direction. - Here, the
cutout grooves 12 are formed at either or both of theend portion 11A and theend portion 11B. In particular, it is preferable that each of thecutout grooves 12 be formed at theend portion 11A (the end portion on the stepping side). It is a matter of course that each of thecutout grooves 12 is in communication with a deep groove 20 (for example, thewidthwise groove 20B or theshoulder groove 20C) at each of theend portions 11. - In the first embodiment, the
cutout groove 12A and thecutout groove 12B are formed at theend portion 11A (the end portion on the stepping side), and thecutout groove 12C and thecutout groove 12D are formed at theend portion 11B (the end portion on the kicking side). - It is preferable that each of the
cutout grooves 12, as shown inFig. 3 , has a linearly symmetrical shape with respect to a centerline C of the block in the tire width direction. In a case where a plurality ofcutout grooves 12 are formed at a same end portion, it is sufficient if the plurality ofcutout grooves 12 each have a linearly symmetrical shape with respect to the centerline C. For example, thecutout groove 12A and thecutout groove 12B each have a linearly symmetrical shape with respect to the centerline C. Similarly, thecutout groove 12C and thecutout groove 12D each have a linearly symmetrical shape with respect to the centerline C. - It is preferable that 50% or more of the width of each of the
cutout grooves 12 in the tire width direction be included within the range of 50% or less of the width of theblock 10 in the tire width direction around the centerline C of theblock 10 in the tire width direction. In a case where a plurality ofcutout grooves 12 are formed at a same end portion, it is sufficient if 50% or more of a total width of the plurality ofcutout grooves 12 be included in the abovementioned range all over the plurality of thecutout grooves 12. - Let us describe a case in which the range of 50% or less of the width of a
block 10 in the tire width direction is represented by "X" around the centerline C of theblock 10 in the tire width direction, as shown inFig. 3 , for example. Of the width of thecutout groove 12A in the tire width direction, a width included in the range (X) is represented by "YB", and of the width of thecutout groove 12B in the tire width direction, a width included in the range (X) is represented by "YB". In such a case, a total of the width (YA) and the width (YB) is 50% or more of a total of the width of thecutout groove 12A and the width of thecutout groove 12B. - However, it should be kept in mind that the "width of the
cutout groove 12A" is the width of thecutout groove 12A at anend portion 11 in the tire circumferential direction. - A depth from a tread surface to a bottom of each of the
cutout grooves 12 is 50% or less of a depth of a tread surface to a bottom of adeep groove 20. In addition, it is preferable that the depth from the tread surface to the bottom of each of thecutout grooves 12 be 20% or less of the depth from the tread surface to the bottom of thedeep groove 20. - The depth from the tread surface to the bottom of each of the
cutout grooves 12 may be a minimum value, a maximum value, or an average value of the depth from the tread surface to the bottom of each of thecutout grooves 12. Similarly, the depth from the tread surface to the bottom of thedeep groove 20 may be a minimum value, a maximum value, or an average value of the tread surface to the bottom of thedeep groove 20. - Here, the depth from the tread surface to the bottom of each of the
cutout grooves 12 has at least a depth to an extent such that the bottom of each of thecutout grooves 12 does not come into contact with a tire grounding surface due to a load of a vehicle to which thetire 100 is to be mounted. Therefore, it is a matter of course that the depth from the tread surface to each of thecutout grooves 12 may be different depending on the load of the vehicle to which thetire 100 is to be mounted. - Hereinafter, a deformation of a block, caused by a shear force in a tire circumferential direction exerted by a friction between a tire grounding surface and a tread surface, will be described with reference to the drawings.
Fig. 4 is a view showing deformation of a block in which a cutout groove is not formed.Fig. 5 is a view showing deformation of ablock 10 in which acutout groove 12 is formed. - In a case where a cutout groove is not formed, as shown in
Fig. 4 , since the rigidity of a block is all the same, the block is entirely deformed due to the shear force in the tire circumferential direction. - On the other hand, in a case where the
cutout grooves 12 are formed, as shown inFig. 5 , since the rigidity of a portion of theblock 10 in which thecutout grooves 12 are formed lowers more than the rigidity of a portion of theblock 10 in which thecutout grooves 12 are not formed. Therefore, only a portion of theblock 10, a rigidity of which is lowered by thecutout grooves 12, is easily deformed. Thus, in the case shown inFig. 5 , a deformation of theblock 10, caused by the shear force in the tire circumferential direction, is restrained as a whole in comparison with the case shown inFig. 4 . - In the first embodiment, the
block 10 has thecutout grooves 12 at the end portions in the tire circumferential direction. Therefore, only a portion of theblock 10, a rigidity of which is lowered by thecutout grooves 12, is easily deformed by the shear force in the tire circumferential direction exerted by the friction between the tire grounding surface and the tread surface, and a deformation of another portion of theblock 10, a rigidity of which is not lowered by thecutout grooves 12, is restrained. In other words, only a portion of theblock 10, which is more proximal to the tread surface, is easily deformed, and a deformation of another portion of theblock 10, which is more proximal to the tire grounding surface, is restrained. - Thus, since a deformation of the
block 10, caused by the shear force in the tire circumferential direction, is retrained as a whole, a noise referred to as a "pitch noise" or a "pattern noise" or the like can be restrained. - In the first embodiment, the width of each of
cutout grooves 12 in the tire width direction is greater than 2 mm, and is 50% or less of the width of theblock 10 in the tire width direction. Therefore, while the rigidity of theblock 10 is restrained from being degraded more than necessary, the noise referred to as the "pitch noise" or the "pattern noise" or the like can be restrained. - In detail, in a case where the width of each of the
cutout grooves 12 is 2 mm or less, the rigidity of theblock 10 cannot be sufficiently lowered, and a deformation of theblock 10, caused by the shear force in the tire circumferential direction, cannot be restrained. On the other hand, in a case where the width of each of thecutout grooves 12 is greater than 50% of the width of theblock 10, the rigidity that is essentially required for theblock 10 cannot be maintained. - In the first embodiment, the
cutout grooves 12 are formed at either or both of theend portion 11A and theend portion 11B. Therefore, a deformation of the end portions 11 (corner portions) of theblock 10 is accelerated, and a deformation of theblock 10, caused by the shear force in the tire circumferential direction, can be efficiently restrained as a whole. - In particular, the
cutout groove 12A and thecutout groove 12B are formed at theend portion 11A (the end portion on the stepping side) of theend portions 11A and theend portion 11B. Therefore, a deformation of theblock 10 is restrained at the time of stepping, and a noise such as a "pitch noise" or a "pattern noise" or the like can be efficiently restrained. - In the first embodiment, the
cutout grooves 12 each have a linear symmetrical shape with respect to the centerline C of theblock 10 in the tire width direction. Therefore, the lowering in balance of theblock 10 by thecutout grooves 12 can be restrained. - In the first embodiment, 50% or more of the width of each of the
cutout grooves 12 in the tire width direction is included in the range of 50% or more of the width of theblock 10 in the tire width direction around the centerline C of theblock 10 in the tire width direction. In other words, thecutout grooves 12 each is formed in a location more proximal to the center of theblock 10 in the tire width direction. Here, it is presumed that the shear force in the tire circumferential direction is great at the center of theblock 10 in the tire width direction. Therefore, at a portion at which the shear force in the tire circumferential direction is great, a deformation of the end portions 11 (the corner portions) of theblock 10 is accelerated, and a deformation of theblock 10, caused by the shear force in the tire circumferential direction, can be efficiently restrained as a whole. - Hereinafter, a result of an evaluation will be described. In this evaluation, levels of noises collected by means of a microphone were measured in accordance with the following conditions.
-
- External dimensions of evaluation tire: 11R22.5
- Internal pressure of evaluation tire: 630 kPa
- Load applied to evaluation tire: 21.3 kN
- Vehicle speed: 70 km/h
- Evaluation conditions: Neutral gear shifted and Engine Turned Off
- Microphone position: 7.5 m from the center of vehicle and 1.2 m in height
- In
Evaluation 1, it was evaluated as to how a noise level varies depending on whether a cutout groove is present or absent. - As a tire according to Comparative Example 1, as shown in
Fig. 6 , there was employed a tire including a block in which a cutout groove is not formed.Fig. 6 is a plan view showing a block (a tread surface) according to Comparative Example 1. - As a
tire 100 according to Example 1, as shown inFig. 7 , there was employed thetire 100 including ablock 10 in which cutout grooves 12 (acutout groove 12A to acutout groove 12D) are formed. A width of each of thecutout grooves 12 in a tire width direction was 4 mm, and a depth from a tread surface to a bottom of each of thecutout grooves 12 was 2 mm.Fig. 7 is a plan view showing the block 10 (the tread surface) according to Example 1. - As a
tire 100 according to Example 2, as shown inFig. 8 , there was employed thetire 100 including ablock 10 in which single cutout grooves 12 (acutout groove 12B and acutout groove 12D) are formed at a same end portion. A width of each of thecutout grooves 12 in a tire width direction was 8 mm, and a depth from a tread surface to a bottom of each of thecutout grooves 12 was 2 mm.Fig. 8 is a plan view showing the block 10 (the tread surface) according to Example 2. - As a
tire 100 according to Example 3, as shown inFig. 9 , there was employed thetire 100 including ablock 10 in which acutout groove 12A to acutout groove 12D are formed. In detail, thecutout groove 12A and thecutout groove 12B each have a shape such that these grooves are more proximal to a center of theblock 10 in the tire width direction as they are more proximal to an end portion of theblock 10 in the tire circumferential direction (herein, anend portion 11A). Similarly, thecutout groove 12C and thecutout groove 12D each have a shape in which these grooves are proximal to the center of theblock 10 in the tire width direction as they are more proximal to an end portion of theblock 10 in the tire circumferential direction (herein, anend portion 11B). A width of each of thecutout grooves 12 in the tire width direction was 4 mm, and a depth from a tread surface to thecutout groove 12 was 2 mm.Fig. 9 is a plan view showing a block 10 (a tread surface) according to Example 3. - As a
tire 100 according to Example 4, as shown inFig. 10 , there was employed thetire 100 including ablock 10 in which cutout grooves 12 (a cutout groove 12Ato acutout groove 12D) are formed. In detail, thecutout groove 12A and thecutout groove 12D each have a shape such that these grooves are more proximal to a center of theblock 10 in the tire width direction as they are more proximal to an end portion of theblock 10 in the tire circumferential direction. Similarly, thecutout groove 12B and thecutout groove 12C each have a shape in which these grooves are more distant to the center of theblock 10 in the tire width direction as they are more proximal to an end portion of theblock 10 in the tire circumferential direction. Therefore, in a planer view, thecutout grooves 12 each have a shape in which they are inclined with respect to the tire circumferential direction. In the planer view, thecutout grooves 12 each are formed in a shape in which they are parallel to each other. A width of each of thecutout grooves 12 in the tire width direction was 4 mm, and a depth from a tread surface to each of thecutout grooves 12 was 2 mm.Fig. 10 is a plan view showing a block 10 (a tread surface) according to Example 4. - As a
tire 100 according to Example 5, as shown inFig. 11 , there was employed thetire 100 including ablock 10 in which cutout grooves 12 (acutout groove 12B, acutout groove 12C, and acutout groove 12D) are formed. In detail, thecutout groove 12B is formed on the side of one end portion of theblock 10 in the tire circumferential direction (herein, on the side of anend portion 11A). Thecutout groove 12C and thecutout groove 12D are formed on the side of the other end portion of theblock 10 in the tire circumferential direction (herein, on the side of anend portion 11B). That is, one cutout groove is formed on the side of one end portion of theblock 10 in the tire circumferential direction, and a plurality of, in other words, two cutout grooves are formed on the side of the other end portion of theblock 10 in the tire circumferential direction. A width of thecutout groove 12B in the tire width direction was 8 mm, a width of each of thecutout groove 12C and thecutout groove 12D in the tire width direction was 4 mm, and a depth from a tread surface to each of thecutout grooves 12 was 2 mm.Fig. 11 is a plan view showing a block 10 (a tread surface) according to Example 5. - As a
tire 100 according to Example 6, as shown inFig. 12 , there was employed thetire 100 including ablock 10 in which cutout grooves 12 (acutout groove 12A to acutout groove 12D) are formed. A width of each of thecutout grooves 12 in the tire width direction was 2.2 mm, and a depth from a tread surface to a bottom of each of thecutout grooves 12 was 2 mm.Fig. 12 is a plan view showing blocks 10 (tread surfaces) according to Example 6, Comparative Example 2, and Comparative Example 3. - As a tire according to Comparative Example 2, as shown in
Fig. 12 , there was employed the tire including ablock 10 in which cutout grooves 12 (acutout groove 12A to acutout groove 12D) are formed. A width of each of thecutout grooves 12 in the tire width direction was 2 mm, and a depth from a tread surface to a bottom of each of thecutout grooves 12 was 2 mm. - As a tire according to Comparative Example 3, as shown in
Fig. 12 , there was employed the tire including ablock 10 in which cutout grooves 12 (acutout groove 12A to acutout groove 12D) are formed. A width of each of thecutout grooves 12 in the tire width direction was 1.8 mm, and a depth from a tread surface to a bottom of each of thecutout grooves 12 was 2 mm. - As shown in
Fig. 13 , in Example 1 to Example 6, it was verified that the noise level lowered in comparison with that in Comparative Example 1 to Comparative Example 3. That is, it was verified that the noise levels lowered more remarkably when thecutout grooves 12 were formed. In addition, it was verified that the noise level lowered by forming the width of each of thecutout grooves 12 in the tire width direction so as to be greater than 2 mm. - A frictional performance and a stable steering wheel handling performance in Example 1 was better than those in Example 4.
- While the present invention was described by way of the foregoing embodiment, it should not be understood that the statements and drawings forming a part of this disclosure limit the present invention. From this disclosure, a variety of alternative embodiments, examples, and operational techniques would be self-evident to one skilled in the art.
- The embodiment illustrated a case in which a plurality of cutout grooves 12 (the
cutout groove 12A to thecutout groove 12D) are formed. However, the embodiment is not limitative thereto. It is sufficient if one ormore cutout grooves 12 be formed to an extent such that a width in the tire width direction is greater than 2 mm, and is 50% or less of the width of theblock 10 in the tire width direction. - In the embodiment, the width of each of the
cutout grooves 12 is constant. However, the embodiment is not limitative thereto. Specifically, as shown inFig. 14 , the width of each of thecutout grooves 12 needs not to be constant.Fig. 14 is a plan view showing a block 10 (a tread surface) according to other embodiments. In such a case, it is preferable that the width of each of thecutout groove 12 be smaller as it is more distant from anend portion 11 of theblock 10 in the tire circumferential direction. In this manner, while the rigidity of theblock 10 is restrained from being degraded more than necessary, a deformation of the end portions 11 (corner portions) of theblock 10 is accelerated, and a deformation of theblock 10, caused by the shear force in the tire circumferential direction, can be restrained as a whole. - All the contents of Japanese Patent Application No.
2010-234660 (filed on October 19, 2010 - According to the present invention, there can be provided a tire that is capable of restraining a noise referred to as a "pitch noise" or a "pattern noise" or the like.
Claims (6)
- A tire (100) comprising a block (10) having a tread surface that constitutes a tire tread surface, wherein
the block (10) is partitioned by at least one or more deep grooves (20),
the block (10) has a pair of cutout grooves (12) at a stepping side end portion in a tire circumferential direction, and
a width of each said cutout groove (12) in a tire width direction is greater than 2 mm, and is 50% or less of a width of the block (10) in the tire width direction, wherein
the cutout grooves (12) extend along the tire circumferential direction and terminate within the block (10); and
wherein 50% or more of a width of each cutout groove (12) in the tire width direction is included in a range of 50% or less of a width of the block (10) in the tire width direction around the centerline of the block (10) in the tire width direction. - The tire according to claim 1, wherein a depth from the tread surface to a bottom of the cutout groove (12) is 50% or less of a depth from the tread surface to a bottom of the deep groove (20).
- The tire according to claim 1, wherein the cutout groove (12) is formed at a stepping side end portion (11A) among end portions (11A, 11B) of the block (10) in the tire circumferential direction.
- The tire according to claim 1, wherein the cutout groove (12) has a linearly symmetrical shape with respect to a centerline of the block (10) in the tire width direction.
- The tire according to claim 1, wherein the width of the cutout groove (12) is smaller as it is more distant from an end portion (11) of the block (10) in the tire circumferential direction.
- The tire according to claim 1, wherein the cutout groove (12) is formed in a triangular shape in a plan view of the block (10).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010234660 | 2010-10-19 | ||
PCT/JP2011/074065 WO2012053559A1 (en) | 2010-10-19 | 2011-10-19 | Tire |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2631090A1 EP2631090A1 (en) | 2013-08-28 |
EP2631090A4 EP2631090A4 (en) | 2014-04-02 |
EP2631090B1 true EP2631090B1 (en) | 2017-12-20 |
Family
ID=45975270
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11834398.7A Not-in-force EP2631090B1 (en) | 2010-10-19 | 2011-10-19 | Tire |
Country Status (5)
Country | Link |
---|---|
US (1) | US20130206294A1 (en) |
EP (1) | EP2631090B1 (en) |
JP (1) | JP5702398B2 (en) |
CN (1) | CN103167961B (en) |
WO (1) | WO2012053559A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ITBO20130246A1 (en) * | 2013-05-23 | 2014-11-24 | Bridgestone Corp | TREAD STRIP FOR A TIRE |
USD779411S1 (en) | 2014-06-17 | 2017-02-21 | Bridgestone Americas Tire Operations, Llc | Tire tread |
USD765023S1 (en) | 2015-04-23 | 2016-08-30 | Bridgestone Americas Tire Operations, Llc | Tire tread |
JP6540756B2 (en) * | 2017-07-27 | 2019-07-10 | 横浜ゴム株式会社 | Pneumatic tire |
US11465450B2 (en) * | 2017-12-19 | 2022-10-11 | Compagnie Generale Des Etablissements Michelin | Tire tread comprising undulating grooves |
JP7115150B2 (en) * | 2018-08-30 | 2022-08-09 | 横浜ゴム株式会社 | pneumatic tire |
JP7181073B2 (en) * | 2018-12-14 | 2022-11-30 | Toyo Tire株式会社 | pneumatic tire |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0354718A2 (en) * | 1988-08-12 | 1990-02-14 | Sumitomo Rubber Industries Limited | Pneumatic radial tyre |
JPH04274907A (en) * | 1991-03-01 | 1992-09-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
EP1127716A1 (en) * | 2000-02-28 | 2001-08-29 | The Goodyear Tire & Rubber Company | Heel and toe wear balancing |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3200162B2 (en) * | 1992-06-04 | 2001-08-20 | 株式会社ブリヂストン | Pneumatic tire |
JP3495092B2 (en) * | 1994-06-02 | 2004-02-09 | 株式会社ブリヂストン | Pneumatic tires for motorcycles |
JPH08230413A (en) * | 1995-02-23 | 1996-09-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP3184767B2 (en) * | 1996-09-05 | 2001-07-09 | 住友ゴム工業株式会社 | Pneumatic tire |
JPH1178414A (en) * | 1997-09-17 | 1999-03-23 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
JP4111474B2 (en) * | 1998-09-21 | 2008-07-02 | 東洋ゴム工業株式会社 | Pneumatic radial tire |
JP2004058838A (en) * | 2002-07-29 | 2004-02-26 | Bridgestone Corp | Pneumatic tire |
JP4647432B2 (en) | 2005-08-23 | 2011-03-09 | 株式会社ブリヂストン | Pneumatic tire |
CN101641227B (en) * | 2007-05-11 | 2011-12-07 | 东洋橡胶工业株式会社 | Pneumatic tire |
JP5085984B2 (en) * | 2007-06-13 | 2012-11-28 | 株式会社ブリヂストン | Pneumatic tire |
JP5222530B2 (en) * | 2007-11-06 | 2013-06-26 | 株式会社ブリヂストン | Heavy duty pneumatic radial tire |
JP5435877B2 (en) * | 2008-01-31 | 2014-03-05 | 株式会社ブリヂストン | Pneumatic tire |
FR2931728B1 (en) * | 2008-06-03 | 2010-07-30 | Michelin Soc Tech | PNEUMATIC FOR ICE TRUCK |
JP5161933B2 (en) * | 2010-07-28 | 2013-03-13 | 住友ゴム工業株式会社 | Motorcycle tires for running on rough terrain |
-
2011
- 2011-10-19 US US13/880,291 patent/US20130206294A1/en not_active Abandoned
- 2011-10-19 JP JP2012539753A patent/JP5702398B2/en not_active Expired - Fee Related
- 2011-10-19 EP EP11834398.7A patent/EP2631090B1/en not_active Not-in-force
- 2011-10-19 CN CN201180050310.9A patent/CN103167961B/en not_active Expired - Fee Related
- 2011-10-19 WO PCT/JP2011/074065 patent/WO2012053559A1/en active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0354718A2 (en) * | 1988-08-12 | 1990-02-14 | Sumitomo Rubber Industries Limited | Pneumatic radial tyre |
JPH04274907A (en) * | 1991-03-01 | 1992-09-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
EP1127716A1 (en) * | 2000-02-28 | 2001-08-29 | The Goodyear Tire & Rubber Company | Heel and toe wear balancing |
Also Published As
Publication number | Publication date |
---|---|
EP2631090A1 (en) | 2013-08-28 |
CN103167961B (en) | 2016-03-09 |
JPWO2012053559A1 (en) | 2014-02-24 |
JP5702398B2 (en) | 2015-04-15 |
EP2631090A4 (en) | 2014-04-02 |
CN103167961A (en) | 2013-06-19 |
US20130206294A1 (en) | 2013-08-15 |
WO2012053559A1 (en) | 2012-04-26 |
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